Moto3 Set for Major Engine Overhaul After 2027

MotoGP, Sportrik Media - The Moto3 class is poised for a significant transformation after 2027, with plans under discussion to increase engine capacity from the current 250cc four-stroke configuration to 500cc or even 700cc, alongside a potential shift to a single-make format.

Since replacing the 125cc two-stroke era in 2012, Moto3 has operated with 250cc four-stroke prototype machinery supplied by multiple manufacturers. However, senior officials have now confirmed that structural changes are under active evaluation.

Chief Sporting Officer of Dorna Sports, Carlos Ezpeleta, acknowledged last season that adjustments to Moto3 were being considered. He pointed out that the performance gap between Moto3 and the 765cc Moto2 category has become “probably a bit too big,” raising questions about the effectiveness of the current development pathway.

MotoGP Director of Technology Corrado Cecchinelli elaborated on the technical and structural motivations behind the proposed changes. According to Cecchinelli, one key factor is the evolving physical profile of young riders entering the championship.

“There is more than one reason,” Cecchinelli explained. “The first is to have something more suited to the larger body dimensions of the young generation, amplified by the increase in the minimum age limit introduced by the FIM in recent years.”

He suggested that current Moto3 machines may be undersized and underpowered for heavier and taller riders, creating a mismatch with the long-term objective of preparing competitors for the physical and technical demands of MotoGP.

“We don’t want a category where only small bodies can excel,” Cecchinelli stated, underlining the developmental philosophy behind the potential engine increase.

Beyond sporting considerations, financial sustainability has emerged as a central concern. Despite operating under price caps for engines, gearboxes, and key components, Moto3 remains a prototype category with manufacturer competition, currently between KTM and Honda.

“Moto3 is becoming much more expensive than we envisioned,” Cecchinelli admitted. While formal cost caps exist, manufacturers often invest beyond those limits in pursuit of competitive advantage. On-track success can offset losses, but rival manufacturers are then compelled to respond, perpetuating an escalation in spending.

To address this, Dorna and stakeholders are considering eliminating inter-manufacturer competition in Moto3 by introducing a single engine supplier. Cecchinelli argued that such a move would make the cost cap genuinely enforceable rather than theoretical.

“If you have just one single supplier, you are sure nobody will go beyond that cap,” he said. Moreover, he indicated that the financial ceiling itself could be reduced significantly in the future.

“Maybe we will retouch the numbers, but imagine something like half of the present figures,” Cecchinelli suggested, implying a dramatic potential reduction in operational costs for teams.

Such a reform would align Moto3 more closely with the structure of Moto2, which features open chassis competition but a single engine supplier. By contrast, MotoGP continues to allow full prototype competition among manufacturers, aside from tyres and electronics.

The proposed changes would represent the most substantial regulatory shift in Moto3 since the transition from 125cc two-stroke engines to 250cc four-strokes. The objective extends beyond increasing displacement; it encompasses aligning the class with modern rider development, controlling costs, and ensuring long-term sustainability.

While no final decision has been officially announced, the direction of discussions suggests Moto3 is preparing for a broader and more powerful future. If implemented, the post-2027 framework could redefine the role of the junior category within the MotoGP ecosystem, balancing accessibility with technical progression.